Gear transmission



April 4, 1939. s. A. OWEN ET A1. 2,153,478

GEAR TRANSMISSION Filed March 11, 1937 4 sheets-sheet 1 April 4 1939 Is. A. OWEN ET Al. 2,153,478

GEAR TRANSMISSION DIRECT/'0N 0F Rom-:70N /N FORWARD DRIVE.

April 4, 1939. s. A. OWEN ET AL GEAR TRANSMISSION y u 4 Sheets-Sheet 3Filed March ll, 1937 LIIIIIIYIJIIII wen Imag

Hummm( v I April 4, 193.9.l s. A. OWEN ET Al. 2,153,478

GEAR TRANSMISS ION Filed March ll, 1937 4 Sheets-Sheet 4 Patented Apr.,4, 1939 PAT GEAR TRANSMISSION Samuel A.` Owen and EverettY Pl Watt..

Allmquerq'ue, vMen'.

Application- March. 11, 1937:,...seria1 No. k:130,383

21 claims. .j (o1. 7i-259) Thisinvention relates toimprovementsinautois'toprovide a mechanism of the above character` which operatesautomatically under the pull of 101': varying loads 'to actuate thespeed changing mechanism, from low speed to direct drive or vice versa.Y f

Another importa'ntobject of this invention, is to provide a mechanismofthe above character having means toA cause thedirect drive 'portion ofsaid mechanism to become inoperative when the weight of the load exceedsa' predetermined pullV upon the source of power, and to automaticallycause the mechanismtooperate in -low speed until the pull of suchexcessivefload` isovercome.

Another important object of this-inventionfis to lprovide a mechanismofthe above character which `requires nor further attention1 other thanAthe initial manual control to put same linto operation.

A further important object of this invention is to provide a mechanismof the above character which automatically and gradually shifts from-alow gear ratio to a higher gear ratiov as-the pullf of the loaddecreases until said mechanism reaches-a direct drive from the source.of power.

A still further object of this invention is tol provide mechanism oftheabove character which is simple in construction and operation andonewhich may be manufactured and marketed at a reasonable cost.

These and other objects and advantages will be apparent throughoutthe'course of the following descriptionl and drawings, forming a part ofthe y specification, in which, v

Fig. 1 is a horizontal sectionon line I-I of Fig. 2, showing parts` inelevation;

Fig. 2 is a rear elevation of the mechanismv showing the supportingstructure in section;

Fig'. 3 is a side elevation when viewed from the lower side of Fig. -1,with parts of the mechanism in section;

Fig. 4 is a top plan view with parts of themechanism broken away;

Fig, 5 is an enlarged detailed sectional view, partly broken away, takenon line 5-5 of Fig. 8 showing the clutch band operating mechanism ininoperative position;

Fig. 6 is a sectional view on line 6-6 of Fig. 7a;

Fig. 7 is an enlarged detailed sectional view,

partly brokenaway, similar to Fig.y 5f, showingthe clutchbandi operatingmechanism inrits operative position: i v

Fig. 7a isla. sectional view 'on line 'laf-1a of Fig 6.; Y .y

8L is=as`ectionalview taken on line 8-8 of Fig. 5;- with the gear-clutchrelease mechanism shiftedtothe` positionffor reverseoperation of thetransmission mechanisme.

Referring in-detaiit'ov` the".v drawings, A- designates generally achassis of usual Vconstruction having longitudinal members B connectedyby spaced crossmembe'rs' C? andv D which together formy a supporting?structure for the mechanism about? tof-be' describedf A l isi carriedbyea'clr of, the cross members C and D and are arranged to support-adrive shaft -2 and driven shaft 3-'infhorizontalE alinem'ent.A Thefre'eendof the drive shaft 2 is conr-iected-tog ai source of power(n'otfshown') whiie the-freeend of the driven shaft 3F is connected toany'preferredfform of rear endv or differential mechanism, l' (notshown) .y A clutch of any preferredtypeialso not shown)isinterposed--betweerrthesourcefof power andi the drive sha-ft2. V v

The'drive shatt `Z-extends rearwardly of the clutclrandicrosjs1-member-"C of the chassis a. predetermi-ned distance asv at 4 andis-provided with a rearwardly 'facing' circular socket 51 formed.- toreceive-the cylindrical end 6Y `ofthe driven shaft 3`vwherebyfto'permi't rotary'movementsv of the'shafts 2l and 3- relativetoA each other. f

Mounted upon thedrivenshaft 3, for free turning 'movement' thereoni.- isali-ub member "l,` to which is rigidly secured` the inner ends of thetwo p-airsiof spaced radially'extending stub-shafts Bland: 8"respectivelywhichact to supportatiY their oute'ren'ds tl'1e"innerringiilfo'fa twin over-running clutch mechanism, vtolflcv'e hereinaftermore` fully described.

x The driven` Shaft-3', between` the cynndricfn end B-a'ndllhub- 'l is-splinedas at` I0 sol as to mount-a forward: drive gear. Il thereon forturning movement withuand': slidingemovement on said shaft.

'Uponthe opposite side of the hub 1, driven shaft 31is`spllnedia'sfatflZ sofas to" mount areverse/gear l13 thereon1forturningvv movement with and sliding movement onsaid shaft. The gears Hand l3-arevprovidediwithzopposed extensions I4 similarly groovedlas at.I5.to:receive the opposite ends l 5' of a shifting yoke `I vwherebytoimpart simultaneous selective. sliding movement of said gears upon the.driven shaft 3.

Slidablly`v mountedl upon the driven shaft 3y and having. one yoft'sends connectedas at 1to the reverse gear I3 is a sleeve member I1, theopposite end of said sleeve being provided with a grooved 'collar I8formed to receive the forked end of a ward movement upon said shafts,under the urge.

of centrifugal force, by stops 26.

`Keyed to the inwardly extending end 4 of the drive shaft 2, for rotarymovement therewith, is

. a rearwardly facing bevelled gear 21, the teeth of which latter are inconstant mesh with the outer gear teeth 24 formed on each of the gearmembers 22.

As previously stated, the outer ends of the pairs of stub shafts 8V and8v support the inner ring 9 of a clutch` mechanism. The inner ring 9 isformed with a plurality of spaced openings 28 arranged in pairs andextending radially therethrough. Each of the transversely extending sidewalls of each of the openings 28, is provided with a notch I' having itsbottom'wall I2 disposed at an angle and formed with a socket I3 for thereception of one end of a coil spring I4'. Each of the notches I0 isstaggered with relation to the notchformed in the opposite side wall ofthe openings28.

Carried by the ring 9 and extending outwardly fom each side thereof atpoints alined with each of the openings 28 are bracket arms 29 havingtheir upturned free ends formed to provide circular bearings 30.VSupported in each of the bearings 30 is a rotary sleeve member 3|having its inner ends provided with ak single tooth-like clutch element3| of a width less than one-half the circumference of the sleeve member3|, the width of the elements 3|' being material to the purpose to belater described. n

The ring 9 ls also provided with outwardly facing notched portions 9 atpoints alined with openings 28 to form bearings for a sliding and rotaryclutch member 32, 'the opposite ends of which latter being provided witha tooth-like clutch element 33 complementary to elements 3 I and of awidth less than one-half of the circumference of the clutch member 32.'Ihe formation of the coacting tooth-like clutch elements 3 I and 32 aresuch that same, when interengaged to perform their function, will onlybe effective in one direction depending upon the direction of movementof the vehicle and the pull of the load encountered. The purpose of thewidth of the tooth-like cltuch elements 3| and 32 will be hereinaftermore fully described.

When the tooth 33 is disposed in the path Yof tooth 3|', said sleevemember 3| is rotated in only one direction as the ring 9 rotates in anopposite directon due to encounterng an overload on the mechanism. Whenno overload is encountered the sleeve 3| is not rotated due to the factthat the teeth 3| and 33 are of a size less than one-half of thecircumference of their respective carrying members, which permitslimited play between the effective working faces of said teeth, therebyallowing lug 31 to ratchet past teeth 48.

Extending through each of the sleeve members 3| and the clutch member32, is a shaft 34 having lts opposite ends headed as at 35 to preventoutward movement of the sleeve members 3| thereon, while inward movementof said sleeve members is prevented by fixed collars 36 carried by saidsleeve members outwardly of the bearings 30.

The clutch member 32 has formed thereon intermediate its ends, a pair ofspaced alined outwardly extending lugs 31 and 38. The clutch member 32also carries a depending slotted arm 39 to which is slidably connectedone end of a rod 48, the opposite end of said rod 40 being connected tothe shifting yoke I6 at substantially the central portion thereof,whereby sliding movement of the yoke I6, due to manual operation oflever I9 and sleeve I1, will impart corresponding sliding movement tothe clutch member 32 upon the shaft 34.

Secured to each of the outer ends of each of the sleeve members 3| is acrank member 4|, extending in a direction oposite to that of thecorresponding crank member of the opposite sleeve, having pivotalconnection with the outer end of a rod 42, the opposite end of thelatter being connected to a cam 43. The cams 43 are disposed between andformed to open the several sections of a clutch band 44 against theaction of springs 45 upon rocking movement of said cam. A clutch band 44encircles the peripheral face of each of the gears 22 and normallyengages and prevents rotation of the latter about the axis of theirsupporting stub shaft 8. The sections of the clutch bands 44 areretained against axial movement relative to the peripheral faces ofgears 22, by lugs 46 or other suitable retaining means.

Encircling the inner clutch ring 9 is an outer ring 41 provided on itsinner face with two rows of inwardly extending circumferentiallyarranged and transversely spaced ratchet teeth 48 and 49, separated byan inwardly facing circumferential groove 41' for the reception ofeither of the lugs 31 or 38 which may be inactive, the teeth 48 havingtheir operating faces disposed in opposite direction to those of theteeth 49.

Surrounding the ring 41 are a pair of pressure operated brake bands 50normally urged into frictional engagement with said ring 41 by springscarried by and adjusted by bolts 52 passing freely through theout-turned ends 53 of the bands and supporting members 54 secured to theside members B of the chassis. The opposite ends of the bolts 52 arethreaded and provided with washers 5I and nuts 52. Interposed betweeneach of the out-turned ends 53 of the bands and the opposed face of thesupporting member 54 are springs 55 adapted to counteract the pressureof the springs 5|. Pressure of the brake bands 50 upon the outer face ofring 41 may be regulated to accommodate the mechanism to the pull ofvarying loads, by manual adjustment of the nuts 52 and washers 5|.

In operation, assuming it is desired to utilize the disclosed mechanismfor driving a vehicle and to propel the latter in a forward direction,the interconnected forward and reverse gears II and i3 respectively, areshifted on shaft 3 to neutral position by means of the manual controllever I9 and the connected sleeve I1. Shifting of the gears II and I3will cause simultaneous movement of the clutch members 32, through yokeI6 and rods 40, so as to position the lugs 31 and 38 carried by theclutch members 32, between and out of Contact with the inner ends of thespaced and oppositely facing rows of circumferentially arranged ratchetteeth 48 and 49 formed on the inner face of the outer ring 41.

The motor (not shown) is then set in operation and caused to idle. Theclutch (not shown), which may be of any preferred form and interposed atany point between the motor and the gear 21, is then disengaged and thehand lever I9 shifted in a direction so' that the teeth of forward gearIl arey in mesh with the inner teeth 23 of gears- 22. This lattermovement of the .gear il simulta-neously causes shifting of the clutchmembers 32 through yoke I6V and rod 40 so as to position lug 31 in thepath of the ratchet teeth 48, and clutch tooth 33 in the pathv of thecomplementary tooth 3| formed on rotary sleeve member 3l, as shown inFigs. 2, 3, 6, and 7a.

After the foregoing operations have been completed, the clutchA is thenengaged and the power, which is applied to the'drive shaft 2 in theproper direction (see arrow and legend forward drive Fig. 1), will thusbe transmitted as follows: from drive shaft 2 through gear 2-1, ringgears 22, through gear H to driven shaft l3l and thenceto the usualdifferential and' rearl wheels (not shown). f

However, referring to Figs. l, 2, 3, and 4, it will be noted that eachof the peripheral faces ofthe ring gears 22 are encompassedby themulti-sectional clutch band 44 normally urged into binding engagementtherewith by means of the springs 45. Interposed between each of theadjacent opposed ends of the sections comprising the clutch band 44 isthe normally inactive cam 43 which is connected to the rotary sleevemembers 3l by means ofcrank members 4-I and rods 42.

As is usual inthe operation of vehicles, it is necessary to start theforward movement of the latter in low gear, and when the motor increasesits speed due to the decrease in load or pull to then place themechanism in direct or high gear so as to prevent the motor overheatingunder heavyl loads andl to increase its efficiency. With the hereindisclosed mechanism, the various necessary changes in the gear ratio isaccomplished automatically.

It will be observed that with the parts in the position set forth in theforegoing description of the operation and as disclosed in Figs. 1, 2,3, and 4, in initially starting the vehicle under the pull of a load,and the gears 2, 22 and ll being locked together by means of the clutchbands 44, all of these members would have a tendency to back off fromthe loadY orv rotate in a reverse direction as a unit about the axis ofthe driven shaft, carrying the ring 3 and the supported clutch sleeves3| and 32 and there attendant mechanism.

The tendency of the mechanism when starting to reversely rotate or backoff from the load is prevented by means of the lug 31 which, whencarried along by ring 9 under the pull of the load will strike againstone of the teeth 48 Y(see Fig. 6) and be forced into binding or lockingengagement with a wall of the opening 23 as shown in Fig. 7a..

This movement of the lug 3l, causes force to be applied through sleeves32 and 3i and thence through crank arms 4l to rods 42 thus rotating camsi3-and thereby releasing the pressure of the multi-sectional clutchbands 44v so that gears 22v may freely rotate. This rotation of gears 22causes the driven shaft 3 to receive its power from low speed gear Il.The vehicle will then continue to move in low gear until the pull of theload decreases whereupon theA clutch bands 44 will again grip theperiphery of' the gears 22. This latteraction causes'the mechanism torotate as a unit about'the axes of the drive and driven shafts 2 and 3respectively to propel the vehicle in direct or high gear, the lugs 31meanwhile ratcheting past teeth 48 `until the mechanism again encountersa load.

The pressure of the outer bands 50 upon ring 41- is such as to allowslippage between said bands 50 and' ring 41:, if due to accident themechanism bindswhen excessive load is applied thereto.

To drivea vehicle in reverse gear, the hand lever I9 is shifted so as tocause gear I3 to mesh with inner lteeth 23 of gears 22 and the lug 38 tobe moved into the path of ratchet teeth 49 carried by ring 9; Otherwisethe sequence of operations are the reverse of those described forpropelling the vehicle in a forward direction.

It is to be noted that various changes and irnprovements may be made inaccordance with the matter disclosed in the foregoing description anddrawings without departing from the spirit and scope of the followingclaims.

What we claim is:

l1. An automatic ratio gear transmission including a prime mover, adrive shaft adapted to be placed into and out of driving connection withthe prime mover, a gear member connected to` said drive shaft andoperable therewith, a driven shaft, transmission gears rotatablysupported upon the driven shaft and in constant mesh with the gearcarried by the drive shaft, a gear member slidably supported on thedriven `shaft and movable therewith, means to shift the last named gearmember into and out of operable engagement with the transmission gears,locking means for the transmission gears, means operable by the pull ofa load to release the locking means to permit rotation of thetransmission gears for driving the mechanism in low gear, control means.to prevent retrograde movement of vthe transmission gears when thelocking means is released, and means to cause engagement of said lockingmeans to prevent -rotation of said transmission gears and to place themechanism in direct drive when the pull of said load decreases.

2. An automatic ratio gear transmission in accordance with claim 1 inwhich the locking means for the transmission gears are normally engagedwith the periphery of the latter.

3. An automatic ratio gear transmission in accordance withclaim 1 inwhich the locking meansare in' the form of frictional engaging elementswhich latter are in normal engagement with the periphery ofthe-transmission gears.

4. An automatic transmission mechanism including a drive shaft, a drivenshaft, transmission means connected to and constantly driven by thedrive shaft, means to operatively connect the transmission means and thedriven shaft, frictional locking means surrounding and normally engagingthe transmission means, releasable means for the locking means adaptedto be actuated by the pull of a: loadon the vd'riven shaft so as tocausethe latter to be driven at a low speed, control means to preventretrograde movement of the transmission means when the locking means isreleased, andmeans to actuate the releasable means so as to causeengagement of the locking means with the transmission means, whereby todrive the driven shaft at high speed when the pull of the load on thelatter decreases.

5. An automatic transmission mechanism in accordance with claim 4, inwhich said mechanism is supported in a frame, an adjustable membercarried by the frame and surrounding the transmission means, and thecontrol means to preventretrograde movement of the transmission meansbeing carried by the latter and cooperating with the adjustable membercarried by the frame.

' means for the locking means is a lever and cam.

y7. An' automatic transmission mechanism in accordance with claim 4 inwhich the transmis sion means is composed of a pair of circular gearshaving plain peripheral faces, and locking means for the transmissionmeans comprising a releasable frictional band for each of said gears.

8. An automatic transmission mechanism in accordance with claim 4, inwhich means is pro-V vided to permit slippage of the control means whenan overload on the driven shaft is encountered.

9. An automatic transmission in accordance with claim 4, in which thecontrol means is an over-running clutch.

10. An automatic transmission mechanism including a prime mover, adriven shaft adapted to be placed into and out of driving connectionwiththe prime mover, a gear member connected to said drive shaft andoperable therewith, a driven shaft,

transmission gears constantly in mesh with the gear carried by the driveshaft and mounted for rotation thereby, a slidable gear member mountedon and rotatable with the driven shaft, means to operatively connect thelast named gear member with the transmission gears, locking means forthe transmission gears, means operable by the pull of a load on thedriven shaft adapted to release the locking means so as to permitrotation of the transmission gears for driving the mechanism in lowgear, control means to prevent retrograde movement of the transmissiongears when the locking means is released, and means to cause engagementof said locking means to prevent movement of said transmission means soas to directly connect the drive shaft and driven shaft for driving themechanism in high gear when the pull of the load on the driven shaftdecreases.

11. An automatic transmission mechanism including a support, releasablepressure means carried by said support, a drive shaft, a driven shaft,transmission means connected to and constantly driven by the driveshaft, means to operatively connect the transmission means and thedriven shaft, locking means for the transmission means, means forreleasing the locking means adapted to be actuated by the pull of a loadon the driven shaft so as to cause the latter to be driven at a lowspeed, control means associated with the releasable pressure meansadapted to prevent retrograde movement of the transmission means whenthe locking means is released, and means to actuate the lock releasingmeans so as to cause engagement of the locking means with thetransmission means whereby to drive the driven shaft at high speed whenthe pull of the load on the latter decreases, said releasable pressuremeans permitting relative movement of the control means so asr toprevent breakage of the parts when an overload on the driven shaft isencountered.

12. An automatic transmission mechanism including a -drive shaft, adriven shaft, transmission meansconnected to and constantly driven bythe drive shaft, means to operatively connect the transmission means andthe driven shaft, releasable locking means for the transmission means,means to release the locking means when the pull of a load on the drivenshaft increases so as to cause the latter to be driven at a low speed,control means encircling the transmission means and to preventretrograde movement of the latter when the locking means is released,means to actuate the lock releasing means so as to drive the drivenshaft at a high speed when the pull of the load on the latter decreases,and means encircling and cooperating with the control means adapted topermit relative movement between the latter and the encircling meanswhen the driven shaft encounters an overload While being driven at a lowspeed.

13. An automatic transmission mechanism in accordance with claim 12, inwhich the control means is an over-running clutch.

' 14. An automatic transmission in accordance with claim 12, in whichthe control means is an over-running clutch, and the means whichencircles and cooperates with said control means comprises an adjustablemember.

15. An automatic transmission in accordance with claim 12, in which themeans that encircles and cooperates with the control means is lanadjustable automatically releasable frictional member.

16. An automatic transmission mechanism including a drive shaft, adriven shaft, transmission means connected to and constantly driven bythe drive shaft, means to operatively connect the transmission means andthe driven shaft, releasable lockingmeans for the transmission means,means to release the locking means when the pull of a load on the drivenshaft increases so as to cause the latter to be driven at a low speed,control means encircling the transmission means and to preventretrograde movement of the latter When the locking means is released,means to actuate the lock releasing means so as to cause engagement of'the locking means with the transmission means so as to drive the drivenshaft at a high speed when the pull of the load on the latter decreases,and releasable means cooperating With the control means to permitmovement of the latter when the driven shaft encounters an overloadWhile being driven at low speed.

17. An automatic transmission mechanism in accordance with claim 1, inwhich said mechanism is supported in a frame, an adjustable membercarried by the frame and surrounding the transmission means, and thecontrol means to prevent retrograde movement of the transmission meansbeing carried by the latter and cooperating with the adjustable membercarried by the frame.

18. An automatic transmission mechanism in accordance with claim 1, inwhich the releasable means for the locking means is a lever and cam.

19. An automatic transmission mechanism in accordance with claim 1, inwhich the transmission means is composed of a pair of circular gearshaving plain peripheral faces, and locking means for the transmissionmeans comprising a releasable frictional band for each of said gears.

20. An automatic transmission mechanism in accordance with claim 1, inwhich means is provided to permit slippage of the control means when anoverload on the driven shaft is encountered.

21. An automatic transmission in accordance with claim l, in which thecontrol means is an over-running clutch.

SAMUEL A. OWEN. EVERETT P. WATT.

